Controller mechanism



Oct. 22, 1946. R. G. JANES CONTROLLER MECHANISM 5 Sheets-Sheet 1- Filed Nov. 20, 1942 BRA/(Ll TEAM/77M L m, @wl

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Oct. 22, 1946. R. G. JANES CONTROLLER MECHANISM Filed Nov. 20, 1942 5 Sheets-Sheet 2 Oct. 22, 1946. R. G. JANES' CONTROLLER MECHANISM Filed Nov. 2 0, 1942 5 Sheets-Sheet 3 m a q x Oct. 22, 1946. R. G. JANES CONTROLLER MECHANISM 5 Sheets-Sheet 4 Fi'ld Nov. 20, 1942 R. G. JANES CONTROLLER MECHANISM Oct. 22, 1946;

5 Sheets-Sheet 5 Filed Nov. 20, 1942 III [III] Snnenior flzwa/ 6: finer I ttorneg Patented Oct. 22, 1946 CONTROLLER MECHANISM Russel G. Janes, La Grange, 111., assignor to General Motors Corporation, Detroit, Mich., a corporation of Delaware Application November 20, 1942, Serial No. 466,387

The present invention"relates to a manually operable controller and more particularly to a controller mechanism for a Diesel electric locomotive.

The principal object of the present invention is to provide a compact controller mechanism for controlling a generating electric traction and braking system, of the type used 'on locomotives, in which a plurality of manually operable control means are interlocked together to prevent unauthorized operation thereof andto provide proper cooperation therebetween, certain of said control means being also provided with motion regulating means to insure proper rate of manual movement thereof in order to obtain efiicient operation of the locomotive and to provide maximum protection for both the controller andthe combined locomotive driving and braking means controlled thereby.

The combined controller mechanism by which the above and other objects are obtained will be better understood by reference to the following detailed description of the combination of means Claims. (Cl. 74-483) mg base is adapted to be supported on the deck included in the controller, which is illustrated in the accompanying drawings.

Figure 1 is a vertical elevation of the controller. Figures 2 and 3 are enlarged views of the upper portion of the controller shown in Figure 1, Figure 2 being a vertical sectional view taken on line 2- 2 of Figure 4 with certain parts broken away and Figure 3 being an elevation viewtaken on lines 33 of Figure 2. Figures 4, 6, '7, 9, and 11 are section views taken respectively on lines 4-4, 6-6, 1-T, 9-9 and I l-l l of Figure 1 with parts removed or broken away in; certain of these figures.

Figure 5 is a sectional view taken on line5- 5 of Figure 6 having certain of the parts broken away. 7

Figure 8 is a sectional view taken on linejl 8 -8 of Figure 7'with certain parts broken away. Figure 9a is an enlarged view taken on line 9a-9a of Figure 9 with parts broken away to clearly show the construction of one of the con troller contact fingers and Figure 10 is a sectional view taken on line ID-J0 of Figure 11 with. certain ofthe parts of the locomotive. The lever l is a throttle con- .trol'lever which is movable clockwise, as best shown in Figure 4, from the idle position in which it is shown, toward the full throttle position to increase the engine speed and also movable in the opposite direction from theidle position to an engine stopposition. The lever 3 serves as a combined transition and braking control lever which when moved clockwise from the neutral or off position, in which it is shown in Figure 4, to driving positions 8, SS, P and PS causes the traction motors to be connected to the generator in series parallel, series parallel shunt, parallel and parallel shunt respectively. The shunt positions SS and PS controllingthe shunting of the traction motor field windings with the motors respectively connected in series-parallel or parallel with the generator. Movement of the lever 3 in the opposite direction or counterclockwise from the neutral position causes the motors to be connected in a dynamic braking circuit relation and also operates a. rheostat, shown generally at 15 in Figure 10, to vary the motor excitation in steps to vary the braking action from zero to maximum as indicated in Figure 4'. The lever 5 is a, reverse control lever movable in either direction from the I neutral or ofi position, as shown inFigure 4, to

either a forward position F or a reverse position R to reverse the traction motors.

Each of the above levers I, 3 and 5 as best shown I in Figures 2,4, 5, and 8to 11 are operatively connected, by means to be described, to individual control shafts, ll, [9 and 2| rotatably supported in vertical parallel relation in the-housing l3 by anti-friction bearings 23 shown in Figures 5 and 10 located in transverse portions of the controller housing I3. To each of the shafts l1, l9 and 2i an insulated control drum is fixed; these drums being'fshown at 25, 21 and 29, in Figures 5, 8, and 9. .Aplurality of electric contacts 3| are carried on each of these movable drums which are movable into. and out of contact with electrical contact fingers shown generally at 33. The electrical con tact fingers for each drum are supported on sepa rate insulatin blocks 35.fixed adjacent to each drum on the controller housing l3 as best shown in Figures 5, 8 and 9. All of the contact fingers 33 are identical, and as best shown in Figures 9 and 9a each finger comprises a :pair of contact plates 36 and 38 having bent end portions 36a and 38a connected bya hinge pin 42. An adjustable stop screw 44 is shown extending through an opening in the end portion 36a' and threaded to the end portion 38a and locked thereto by a nut 44a. A compression spring 46 is carried on the screw 44 between the end portions 36a and 38a and a flexible conductor 55 is provided to electrically interconnect the contact plates 36 and 38. The contact plate 38 is provided with a removable contact tip 48 fixed thereon by a screw 48a. The contact plates 36 are fiXed to the insulating blocks 35 and the springs 46 of each finger urge the respective contact tips 48 of each contact plate 38 into contact with the controller drum contacts 3!. The amount of inward movement of the contact plates 38 and contacts 48 may be adjusted by the stop screws 44. It will be evident that any well known type of electromagnetic or electro-pneumatic actuating means may be individually connected to the contact fingers and contacts of each of the drums for energization and actuation thereof in any desired sequence, in order to operate the respective engine and motor control means previously described upon move-. ment of any one of the levers l, 3, and Each of the shafts IT, l9 and Zl'a're also provided with similar 'det'en't means for allowing manual movement thereof to any one of a plurality of angular positions and for holding each of these shafts-inany one ofthe'se positions. Each of these detent mechanisms include aster wheel jfixed to each shaft having a mmnty or notchesin the periphery thereof and 'a spring biased detent lever savin s detent engageable with the {peripheral portion of the respective star wheels and individual peripheral notches provided therein. The peripheral portions of the star wheels are labeled in Figures 6 and 9 to indicate'these control positions and the direction of movement of the star Wheels tothe se positions. As best'show'n in Figure G t he detent mechanism for the throttle control shaft ll comprises a star wheel Slfix'ed thereto and a detent lever 39 pivoted at 45.! on the housing l3 and having a detent roller 'l carried thereby which is biased. into engagement with any one ofthe peripheral notches of the star wheel 37 'by a springt3 placed between the lever 3E! and the wallof the housing 'I 3'. The det ent mechanism "for the combined transition and braking control shaft i9 comprises a star wheel 45 fixed thereto, savings plurality of'n'otches'in one extremity'of its-periphery and "a smooth portion adjacent thereto'and a dEt B Iit-JVI 41 pivoted at 39 onthe housing i3-having adetent'roller'tl 'c'arriedth'ere by which is biased into engagement with the periphery'of the star wheel it by a spring 53 placed between the lever '41 and'the Wall of the housing |3I The "detent mechanism for the reverse con trol shaft 2! is best shown in Figure 9 and 'includes a star wheel 55 'fixed to theshaft '2! and a 'de'ten't' lever 'lpivoted at 53 on the'housing l3 and having a roller 59 carried thereby which is biasedinto engagement withany one of th'e'thr'ee notches in the periphery of the star wheel 55 by a sp'ring'fi! placed between the lever 5'! and the wall of the housing l3.

Toiprevent unauthorized movement of the controller' shafts 11, I9 and 2| the reverse lever 5 also serves as a removable key to permit move ment of these shafts only when it is inserted in the controller and to lock these shafts when'it is removed from'the'controller. The shaftlocking mechanism operated by the reverselever is best shown in Figures 7 and 8 and includes two collars G3, onefixed to 'the'shaft H and the other fixed to the shaft l9 adjacent the other collar. These collars are provided with axially aligned slots 65 and 66. A locking lever 6''! having a dog portion 69 on its inner'endis adapted to enter the slots 65 and 56 in the collars to prevent angular movement thereof. The locking lever 6'! is pivoted at H to housing bosses 13 and is biased by a spring 75 so that the locking lever dog 69 normally tends 5 to enter the upper slots 65 in the collars 63. The spring is shown placed between the lover El and a transverse housing portion.

The reverse lever *5 cannot be inserted or removed from the housing 13 respectively to unlock or look the shafts H and i9, and consequently the throttle lever l and transition and braking lever 3, until the throttle lever shaft i1 is in the idle position and the transition and braking lever and also the reversing shaft 2| are in the neutral position.

The structure for accomplishing this protective feature includes a cam 19 formed on the inner end of the reverse lever 5 and a cam 81 formed on the outer end of the locking lever 87. The reverse lever 5 can only be inserted or removed through an enlargement 83 in the central portion of'the slot II in the controller housing adjacent the neutral position of the reverse lever 5. This enlargement 83 is of such dimensions to allow the reverse lever cam ii! to pass therethrough and permit the inner end of the lever 5 to enter a key slot 84 in a lever 85 shown fixed to the upper end of the reverse control shaft 2|. Further inward movement of the cam 19 initially causes it to contact the cam 8| 0n the locking lever 61 and move it upwardly against the action of the spring 15 to cause the dog 69 on the other end to move downwardly out of the upper slots 65 in the colla'rstii and enter the lower slots 36 in the collars when the cams are vertically aligned and to finally be moved upward by the spring 15 out of the lower slots 66 when the cam 19 is moved past the cam 8| and reaches the position between the lower and upper slots as best shown in Figure 8. When the re verse lever is fully inserted into the controller and is in the neutral position, as shown, it is retained in this position in the housing I3 by the spring '55 and the cams BI and 19 formed respectively on looking lever 61 and reverse lever 5 as best illustrated in Figure 8. The reverse lever '5 is also retained in this same relative position on the lever 85 fixed to the shaft '2! when these'leve'rs'and the shaft are moved angularly 50 with resp'eotto the locking lever 61, from the neutral position to the forward or reverse positions F or R, by an arcuatere'ta'iner 86 which extends angularly on both sides of the central enlargement 83 of the slot H and is fixed to the 55 inner wall 'of the housing l3, as best shown in Figures '7 and 8. It will be apparent that the retainer 86 prevents radial outward movement of the reverse lever 5 with respect to the lever 85 and housing l3 when it is moved angularly 60 away from the neutral position as an outer vertical edge 81"providedon an upstanding portion "88 of the reverse lever. 5 which will then contact the inner vertical surface retainer 815.

In addition 'to they above described locking means described between'the three shafts l1, l9

and 2|, interlocking means as best shown in Figures 10 and 11 are also provided between these threeshafts to allow only proper relativejang'ular movement thereb'etweenfor certain relative'an- .70 gular positions of the "respective control shafts. This interlocking means comprises flanges 89, 90, 91 and'92fixed'on the'controlshafts I'l, I 9 and 21' in the positions as 'shown best in Figures 10 and 11. lEach-of'the fiangeshave integral axially extending projections of suitable dimensions and 5 are positioned on the control shafts so that for' certain relative angular positions of the control shafts the axialflange projections either permit or block relative movement of these shafts. The flange I39 is fixed to the throttle control shaft I1 and-is provided with projections 93 and 94 extending axially upward and projections 95 and 96 extending axially downward. The flange 90 is fixed on the control shaft I9 and is provided with projections 91 and 98 extending axially upward. The flange 9| is integral with the flange 90 and axially displaced upwardly therefrom and is provided with projections 99, I00, IOI, I02 and I03 extending axially downward. The flange 92 is fixed on the reverse control shaft 2| and extends horizontally between the flanges 89 and 9| and is provided with projections I04, I05, I06 and I01 extending axially upwardly and projections I08, I09 and III] extending axially downward. The upwardly extending projection I01 is directly above the downwardly extending projection I09, as shown in Figure 11. The flanges 89, 90, 9| and 92 and the axially extending projections thereon are arranged on the shafts I1, I9, and 2| so that the downwardly extendin projections 95 and 99 move in the same plane as the upwardly extending projections 91 and 98 of the flange 90 and the upwardly extending projections 93 and 94 the flange 89 move in the same plane as the downwardly extendin projections I08, I09 and III] of the flange 92 and the upwardly extending projections I04, I05 I and I01 of the flange 92 move in a plane with the downwardly extending projections 99, I00, IOI, I02, and I93 of the flange 9|. With the control shafts I1, I9 and 2| and the flanges 89, 90, 9| and 92 in the positions shown in Figure 11 corresponding to the idle position of the throttle lever I and the neutral position of both the combined transition and braking lever 3 and reverse lever 5 the following movements of the control shaftsby the control levers are permitted:

The transition and braking control shaft I9 may be moved clockwise by the control lever 3 to any of the motor driving control positions S, SS, P and PS but it cannot be moved counterclockwise beyond the neutral position to the braking positions as the downwardly extending projection 99 on the flange 9| fixed to the transition and braking control shaft I9 engages the upwardly extending projection I04 on the flange 92 fixed to the reverse control shaft 2|.

The throttle control shaft I1 may be moved counterclockwise to the engine stop position by the throttle control lever I but it cannot be advanced clockwise toward full throttle position to increase the engine speed as the projection 96 on the flange 89 on the throttle control shaft I1. is then blocked by the projection 91 on the flange 90 on the transition control shaft I9 when it is. in the neutral position. Upon movement of the transition and brake lever 3 to any of the motor driving positions S, SS, P or PS the projection 91 on the flange 90 is moved out of blocking relation with the projection 96 of the flange 89 on the throttle control shaft I1 so that it may then be moved by the throttle control lever I toward the full throttle position. If the reverse lever 5 is retained in the neutral position when they transition and braking control lever 3 is in any of the positions S, SS, P or PS the throttle mayv be moved from the idle position to the full throttle, position'to increase the engine speed without causing movement of the locomotive by the tractionimotors. Thisallows the engine to drive auxiliaries such as air compressors to the air reservoirs, not shown.

' With the flanges89, 90, 9| and 92 in the position shown in order to cause the traction motors to drive the locomotive in forward direction the reverse lever 5 is moved to the forward position, the transition lever 3 i moved to the series parallel position S and the throttle lever ,I is moved towar the full throttle position. The projections I09, IOI, I02 and I03 of the flange 9| on the shaft I9 then being between the projections I05, I09 and I01 of the flange 92 onthe reverse control shaft 2| when it is in the forward position makes it necessary that the transition and braking control shaft must be moved. back to the series-parallel or neutral position before the reverse control shaft 2| can be moved back to the neutral position. Also with reverse control shaft quickly charge 2| in the forward position the throttle control shaft I1 may be moved from the idle position to the full throttle position so that the projections 93 and 94 of the flange 89 on the throttle control shaft I1 are then moved between the projections I09 and I if! of the flange 92 on the reverse control shaft I1 which also makes it necessary for the throttle control shaft I1 to be moved back to the idle position before the reverse control shaft 2| can be moved back to the neutral position.

Movement of the throttle control shaft I1 to the full throttle position causes the projection 95 of the flange 89 on the throttle control shaft I1 to be moved into blocking relation with the pro- F terclockwise from the neutral position to the braking positions when the reverse control shaft is in the neutral position as the projection I04 is in blocking relation with the projection 99 of the flange 9| on the transition and braking control shaft. This blocking relation also takes place when the reverse control shaft is in the reverse position. In order to move the shaft I9 to the braking positions the reverse control shaft 2| must be in the forward position and the throttle control shaft I1 must be in the idle position so that the projections 99, I00, I92 and I03 on the flange 9| and the projection 91 on the flange mayrnove past the projections I90, I05, I00 and W101? the flange 92 on the reverse control shaft and past the projection 96 of the flange 89 on the throttle control shaft.

Withthe reverse control shaft 2| in the forward position the projections I00, IilI, I02 and I93 of the flange 9| fixed thereon may be moved between the projection I05, I06 and I01 of the flange 92 on the reverse control shaft 2| and with the throttle control shaft I1 in the idle position the projection 91 of the flange 90 on the shaft I9 may be moved past the projection 99 of the flange 99 on the throttle control shaft I1 to allow the shaft I9 to be moved to any of the motor braking positions. The motor braking connections therefore can only be established when the reverse lever 5 is in the forward position and when the throttle lever in the idle position.

With the reverse control shaft 2 I in the reverse position the projections I", IIII, I 32 and I03 of the flange 9I on the transition and braking control shaft I9 and also the projections 93 and 94 of the throttle control shaft I! may be moved past the projections I05, I01, I08, I09 and III) to establish the reverse driving connection of the motors to cause reverse movement of the locomotive which makes it necessary to return the transition and braking control shaft I9 to the neutral position and to return the throttle control shaft I! to the idle position before the reverse control shaft 2I- may be returned to the neutral position. The motor braking connections cannot be established when the reverse control shaft is in the reverse position for the reasons given above. The above described interlocking means provides protection for both the controller and also the engine generator and traction motors controlled thereby by insuring proper relative angular movements of the control shafts.

Any movement of the transition and braking control shaft I9 is transmitted to the driving gear I I I fixed thereon which rotates a gear I I2 meshing therewith fixed to the shaft of the rheostat shown generally at I 5. This rheostat as previously mentioned controls the excitation of the motors when connected in the braking circuits. The farther the transition and braking lever 3 is moved from the neutral position toward the maximum braking positions the greater the motor excitation and hence the greater the dynamic braking force exerted by the motors on the locomotive traction wheels.

In addition to the above described locking and interlocking mechanisms included in the controller, motion regulating means is provided for the throttle control shaft I! and the transition and braking control shaft I9 to insure step by step movement thereof in controlling the locomotive in a manner whereby maximum acceleration rates may be obtained without overloading and damage to the combined locomotive driving means controlled thereby,

The motion regulating means provided to regulate step by step manual advance of the throttle lever I in order to increase the engine speed at a controlled rate is best shown in Figure 6. This means comprises a pawl mechanism shown generally at I13 which includes a pawl block II mounted on a vertical pivot pin I I1 fixed on a transverse portion of the housing I3. An inertia arm I'll-l and a pawl I2I. are fixed to the pawl block H5 and a second pawl I23 is pivotally mounted at I24 on the block HE. A spring I25 is connected between the pawl I2I and the housing I3 to normally hold the block 5 in the position shown in Figure 6, with the pawls I2I and I23 immediately adjacent the star wheel 31 which is fixed to the throttle control shaft I1. The pivoted pawl I 23 is normally held in the position shown with reference to the block I I5 so that one end thereof is normally positioned between the sides of any notch in the star wheel 3'! by means of a spring I27 connected between the pawl I23 and block- I55. The pawls I2I and I23 are spaced on the block I I5 and are of such form that upon clockwise or advance movement of the throttle control shaft I1 and star wheel 31 fixed thereto the pawl I23 will be contacted by one side of any notch of the star wheel 31 to cause the pawl block to be rotated counterclockwise about the pivot pin II! and cause the pawl I2I- to enter an adjacent notch of the star wheel to stop movement thereof after it has moved one 8 notch only. When the pawl I2I has been fully entered into a notch the pawl I23 will have been rotated clockwise about the pivot I24 on the pawl block I-I5 until it contacts a stop in I29 fixed on the pawl block and the end of the pawl I23 will then be in a position to enter a notch of the star wheel adjacent that of the notch it initially occupied. The only way of advancing the throttle lever I another notch is to momentarily release the manual pressure on the throttle lever I tending to advance the throttle shaft which allows the spring I25 to return the complete pawl mechanism II3 back to its original position as shown in Figure 6, in which it is positioned for similar action to allow another notch of advance movement only of the throttle control shaft.- The inertia arm I I9 is provided to prevent undamped oscillating movement of the pawl block I I5 about the pivot I I? which would allow other than notch by notch advance movement of the throttle control shaft IT. The above described pawl mechanism II3 allows unrestrained backward movement of the throttle control shaft II upon movement of the throttle lever I back to the idle position, as the pivoted pawl I23 will then be moved clockwise about the pivot I 2d which prevents any blocking action of the star wheel 37 by the pawl I2I. The throttle lever I is prevented from being moved beyond the idle position to the stop position by the following means. The lever I, as best shown in Figures 2 and 4 is provided with a pawl I3I fixed to a rod I 33' movable in a central bore I35 in the lever I and having a thumb button l3? fixed on the end of the rod and extending outwardly beyond the outer end of this lever. The pawl, rod and thumb button are held in this position by a spring I39 placed in a counterbore MI in the lever I and bearing on the thumb button. When the throttle lever is therefore suddenly moved toward the idle position the pawl I 3I- will be biased by the spring I39 to engage a stop I43 formed in the housing, as best shown in Figure 4, making it necessary to press the thumb button I31 in order to move the pawl I 3| away from the stop I43 to permit the throttle lever to then be moved to the stop position from the idle position.

The transition and braking control lever 3 and shaft I9 are likewise confined to step by step movement in either direction between the neutral position N and the driving control positions S, SS, P and PS to control change and transition of the traction motor driving connections by the following means. The horizontal slot 9 through which the transition and braking control lever 3 extends, is provided with five vertically aligned pawl slots in its horizontal upper and lower edges adjacent the control positions N, S, SS, P and PS as best shown in Figures 2, 3 and 4, The lever 3 is mounted on a horizontal pivot pin I35 carried on a lever MI fixed to the shaft I9 as best shown in Figure 2. An upwardly projecting pawl portion I39 is provided on the lever 3 which is adapted to enter the upper pawl slots when the lever 3 is moved upwardly about the pivot point I l-5 from the position it normally occupies as best shown in Figure 2 when it is adjacent each of the control positions N, S, SS, P and PS. The lever 3 is held normally in a horizontal position, as shown. A pawl IN is pivoted on the lever 3 and. biased downwardly in vertical alignment with respect to the pawl portion I49 by action of a spring I53 fixed between pawl I5I and the lever 3 which also biases the pawl I 5I so that it is caused to enterthelower pawl-slots,-as shown-in Figure 2'} when the lever is adjacent to the conupper pawlportion"Milofthe leverii is made narrower thanthat of the pawl slot, measured in a direction transverse to the axis of the lever 3, so that the following vertical and horizontal movements of the lever-tare necessary to-move it in either direction from any control position to another immediately adjacent thereto. Vertical movement of the lever 3 about the pivot [45 removes the pawl I51 out of any of the lower pawl slots and causes the pawl portion 149 of the lever to then enter the upper pawl slot in vertical alignment with this lower slot. Horizontal movement of the lever with the lever held in this upward position then caus'esthe pawl portion of the lever to contact one side of the upper slot which moves the pawl I5! to a position where it cannot again enter the lower slot it originally occupied, so that subsequent downward movement of the pawl portion out of the upper pawl slot and horizontal movement of the lever causes the pawl IE! to enter the next adjacent lower pawl slot by action of the spring I53 connected thereto to stop movement of the lever 3. The same sequence of vertical and horizontal movements of the lever 3 must be followed when it is desired to move the lever between any adjacent pawl slots for either horizontal direction of movement of the lever to cause a change between the neutral position and each of the control positions scribed to control the establishment of the motor dynamic braking connection and to control the motor excitation to vary the braking force exerted by the motors on the locomotive traction wheels,

In order to clearly indicate the positions in which both the throttle lever l and transition and braking lever are placed, incandescent lights I55 are mounted in the upper portion of the controller housing l3, as best shown in Figures 2 and 4, and translucent dials I51 and 159 are fixed respectively to the throttle control shaft l1 and transition and braking control shaft. The dials are marked to indicate the control positions and are illuminated by the lights so as to be clearly visible through the window IBI and I63 in the housing as best shown in Figure l in order that the positions to which each of the control shafts are moved may be easily observed by the locomotive engineer by day or night.

The above described combined controller mechanism has been found to satisfy the various service conditions and protection of both the controller and the locomotive driving and braking equipment controlled thereby and to insure proper manual movement of the control handles to obtain more efficient operating characteristics of the locomotive.

I claim:

1. A controller of the type described comprising a controller housing, a plurality of control shafts supported for movement in said housing, locking means moveably mounted on said housing and biased for locking engagement with certain of i said control shafts, and a control lever adapted 'to'be-slideably mounted on one of -said control shaftsto engage andmovesaid locking means to theunlocked position. a 2. A controller of the type described comprising a housing having a control lever slot therein provided with an enlarged portion, a plurality of control shafts moveably supported in said housing, locking means moveable with respect to said housing and biased into locking relation with certain of said shafts, and a control lever adapted to be entered only through said slot enlargement for slideable engagement with one of said control shaftsto engage and 'move said locking means to the unlocked position, i

3. In a controller for a Diesel electric locomotive, a throttle shaft having a' handle thereon for moving said shaft to stop,'idle and full throttle positions, a motor control shaft having a handle thereon for moving said shaft to braking, neutral and driving positions, notches in said throttle and motor control shafts, a lock adapted to enter said shaft notcheswhensaid shafts are in the idle and neutral positions, resilient means for moving said lock into said shaft notches, a reverse control shaft movable between forward, neutral and reverse positions, a reverse lever adapted to be operatively engageable with said reverse control shaft and said lock in order to move said lock out of said shaft notches and to move said reverse control shaft to reverse, neutral and forward positions and interlocking means associated with each of said shafts and arranged to block movement of said motor control shaft to the braking positions unless said reverse and throttle control shafts are in the forward and dle positions, respectively, to block movement of said throttle shaft to full throttle position unless said motor control shaft is in the driving positions, to block movement of said motor control shaft to certain driving positions unless said throttle shaft is out of the full throttle position and to block movement of said reverse control shaft to the neutral position unless said throttle and motor control shafts are in the idle and neutral positions, respectively.

4. A controller for a Diesel electric locomotive comprising a housing having three slots, one of which is provided with an enlarged central portion, a throttle shaft having a lever thereon and projecting through one housing slot for moving said shaft to stop, idle and full throttle positions, a motor control shaft having a lever thereon and projecting out of'another housing slot for moving said shaft to braking, neutral and driving positions, notches in each of said shafts, a lock pivoted on said housing and adapted to enter said shaft notches only when said shafts are in the idle and neutral positions, resilient means for moving said look into said shaft notches, a reverse control shaft movable to a neutral position and forward and reverse positions either side of neutral, a reverse lever adapted to be inserted through said central enlargement of said other housing slot and into operative engagement with said reverse control shaft when in the neutral position and for also engaging and moving said lock out of said notches in said other control shafts and interlocking means associated with each of said shafts and arranged to block movement of said motor control shaft to the braking positions unless said reverse and throttle control shafts are in the forward and idle positions, re spectively, to block movement of said throttle shaft to full throttle position unless said motor control shaft is in the driving positions, to block movement of said motor control shaft to certain driving positions unless said throttle shaft is out of the full throttle position and to 'block movement of said reverse control shaft to the neutral position unless said throttle and motor control shafts are in the idle and neutral positions, re-

spectively.

5. A controller for 'aDiesel electric locomotive comprising a housing having three slots, one of which is provided with a central enlargement, a Diesel engine throttle control Shaft having a handle thereon and projecting through one of said housing .slots for moving said shaft to stop, idle and full throttle positions, a traction motor control shaft having a handle thereon and projecting out of another of said housing slots for moving said shaft to motor braking, driving and neutral positions, locking notches in said shafts, a lock pivoted on said housing movable into said locking notches only when said shafts are in the idle and neutral positions, respectively, spring means for urging said look into said locking notches, a traction motor reversing control shaft .having :lever attaching means thereon for moving .said shaft to a neutral position in alignment with said central enlargement in said other housing slot, 2. reverse lever insertable through said central housing slot enlargement and into said lever attaching means on said reverse control shaft and into contact with said lock to move said lock out of said locking notches to permit authorized movement of said shafts and interlocking means associated with each of said shafts arranged to block movement of said motor control shaft to the braking positions unless said reverse and throttle control shafts are in the forward and idle positions, respectively, to block movement of said throttle shaft to full throttle position unless said motor control-shaft is in the driving positions, to block movement of said motor control shaft to certain driving positions unless said throttle shaft is out of the full throttle position and to block movement of said reverse control shaft to the neutral position unless said throttle and motor control shafts are in the idle and neutral positions, respectively.

RUSSEL G. JANES. 

